Trackless street car



July 1 927.

witnesses:- 0 1 WJLEATHERS v IRACKLESS STREET CAR Filed Aug. 5, 1920 6 Sheets-Sheet 2 Jul 5, 1927.

w. LEATHERS TRACKLESS sTREETcAR 6 Sheets-Sheet 3 Filed Aug. 5,. 1920 lvwetd ior July 5 1927.

1,634,587 W; LEATHERS TRACKLESS STREET CAR Filed Aug. 3, 1 6 Sheets-Sheet 4 w 32 131 1-91 131 131 13'! 131 Wiinesse Invevdw 3%? mifmt 1 634,587 July 1927' w. LEATHERS TRACKLESS STREET CAR Filed-Aug, 5, 1920 6 Sheets-Sheet 5 Iuvevdow July 5, 1927.

w. LEATHERS TRACKLESS STREET CAR Filed Auz. 5, 1920 6 Sheets-Sheet 6 Inward-01 Patented. July 5. 1927.

' reset WARD LEATHEBS, OF HAWOBTE, NEW JERSEY.

'IBACKLESS STREET GAR.

Application filed August a, 1920. Serial m. 4013149.

My invention differs from other street cars, in that it is of the stepless typeyet carried on rubber tired wheels of necessarily larger size than the street car wheels use? on tracks. It differs from all other automobile buses in'thatthere'is an engine for .each wheel attached thereto and there are no axles between opposite wheels.

. suitable form to handle rapidly and convenientiy large load or many passengers,

capable of traveling without rails on an suitable co t inedi ifo iii' d Propelled by 581 It a W I The further objectof my invention is to Y obtain a sufiiicient contact with the ground izers between them to modulate theirregw vent-ion is to get all prime movers used for by a sufhcient number of wheels with equallarities of the ground. This result is obtained by means of 8 wheels equalized in tandem pairs as illustrated.

A further object of my invention is to drive, brake and steer each of the 8 or more or less wheels. A. further object ofmy indriving the vehicle supported on the wheels with spring or pneumatic suspension between these primemover-wheel-units, and the passenger or freightcarrying' hody. A further object oi my invention is the simple automatic steam cycle illustrated wherein high pressure high superheat steam is always available at automatically regulated pressure and temperature, and. wherein the auxiliaries are independently driven b steam or other rime movers. lihe auxi iariesare natural y those common to a steam driven vehicle .or craft, fuel, air, water, lubrieating oil, pumps, generator, compressor, condenser, fan, etc. A; further object ofmy inventieu is to enable the steerin of avehicle of more than fourwheelstan d. no axles in such manner that eahhf of the wheels will assume a position, at alltin'ies when turning, at right angles to a radiusfrom the turning center of the entirevehicley y A ,further object of my invention is to support the passenger carrying body upon pneumatic cylinders.

A further object of my invention 15 to provide means whereby whenneumatic tires are used a flat or soft tire wi 1 indicate its condition to the engineer, highly necessary with a vehicle of many wheels.

E hereby further and more completely deofl center t'o' permit theseating' of 2 several drawings in which scribe my invention inconjunction with Fig, e 1 is a floor-plan for one of my cars de signed to be operated by one man.

Figure 2 is a side elevation of the same. Figure 3 is a floor plan for the upper deck of one of my double deck two man operated cars.

Figure 4 is a floor plan for the lower deck of the same.

' Figure 5 is a side elevation'cf the same. Figure 6 is a partlydissected' side view of one of the reciprocating-engine-wheel units.

' Figure 7 is a cross section of the same.

Figure 8 is a cross section of the engine cylinder and valves Figure 9 is a cross section of a pneumatic valve-thrower for same.

Figure 10 is a partial diagram of the steering connections.

Figure 11 is the same. Figure'12 is a wheel spacer.

Fi are 13 is a cross section of a pair of equa izing spring supports.

and air-control systems.

'Figure 15 is a diagrammatic representation of a steam power plant for this automotive vehicle together with a pneumatic system for same.

Figure 16 is an elevation of the wheel support member showing diagrammatically a steam turbine drive.

Figure 17 is a cross-section of same.-

Figure 18 is a diagram showing reduction gears for turbine drive.

Figure 19 shows the turloiue drive at the top.

Figure 20 is a cross-section ofsame.

Figure 21 is a'gear reduction diagramjt'or same.

Figure 22 shows an elevation of the wheel support member with a turbine gear reductiondnve: Figure 23 is a cross-section of same.

' Figure 24 is a gearreduction diagram for same.

- Figure 25 is a. diagrammatic cross section of neumatically reversed turbine valve.

n Figural have provided an entrance aisle 1, with an "exitraisle 2-a wide aisle 3 asse gets on one side ancLl on the other. 2 wide aisle 4 thru the center of the car and a narrow aisle 5 serve the seats farthest from the Figure l4: is a diagram of the steam-power ice door. The spaces 6, 7,8 and 9 accommodate the wheels. The doors to passengers 1 and 2 are operable individually preferably pneumatically by the operator whose seat is shown at 10. I 11 is a steering wheel. 12 is a radiator. 13 is the coin box. This plan seats approximately-50.

In Figs. 2, 14, 15, 16 and 17 are the wheels,

the outsides ofwhich may be. flush with the,

side of the car.

In Fig. 3 I have shown an arrangement for the upper deck in which arm chairs are arranged with their backs to the windows. By such arrangement approximately 30 spch comfortable chairs may be provided in the deck above. The deck below of similar size seating approximately 50 as illustrated in Fig.4 where 18 is a stairway. The object of this design is to provide a chair service with more than usual comfortv with possibly carpeted floor in similar manner to the Pullman railway chair service and for v which additional fare might be charged.

' open to the passengcrspuce' 27 is the spaceoperated device so desi Fi re 4 is a floor plan for the first deck of a ouble deck car. 19 is the entrance passage. 20 is for exit. 21 is the coin box, 22 is the space wherein the conductor may stand. 23 and 24 are the wide aisles in the center of the car while 25 and 26 are narrow aisles on the end. The upper deck -of this car may have its seatin arrangement similar to'that shown in fig. 4 but since no wheel slpaces 6, 7, 8 and .9 are required'considerab one seat is eliminated. atuthe head of the stairway others may be :provided in the space occupied by the entry and exit ways.

i 10 and 11-are the drivers seat and driving wheel which in thetwo man bus woul preferably be completely enclosed while in the one man has the drivers-space wouldbe the pressure therein falls below. a predetel-mined point. 35 is a single insulated electric conductor connected to aninsulated contact point inside .34. The other contact point is grounded to the ,wheel so that a I single wire may be used for establishing a complete circuit. The wire 35 is connected-" to an insulated ring 36 in Fig. 7, on which slides a spri finger 37 carrying an electric contact w 'ch in turn is connected by a single insulated wire to a lamp, buazer orwhich has support rod 58 y more room is available and while other indicating device visible or audible t o the engineer.- When through puncture or leakagethe air pressure in tire 30 falls below a wheel 40. It holds support for the drive shaft 41, the steam cylinder and valve mechanism 42, and the u per support 43 flbxibly connected to it. Thrust exerted in the cylinder is transmitted by means of the'connectingrod 44 to the drive shaft 41, attached to the spur 45, which meshes with the internal gear 46. Meshed with the spur 45 is a gear 47 which rotates the valve 1n, 42 through a shaft,-a mitre gear 48 a'shaft 55, and a flexible connection- 56. The steam cylinder andvalve mechanism 42 is more completely illustrated in Figs. 8. and 9. 49 is a triangular wheel spacer, joined to the car frame at 50 and flexibly connected to the part 38 at 51. 52' and 53 are main side frames of the vehicle. 54 is a space in which-control pipes and wires inay pass, also exhaust C steam forheating l purposes. 57 is a hearing in which the support rod or tube 58 slides vertically. 5,8 is supported at its upper end by s rings ,upon which the vehicle is carried or y pneumatic cylinders as illustrated in F ig. 14. 59 is an internal expanding brake,- expandedby the compressed air cy inder 60 sup lied with compressed air from any desirable source. The air is admitted, when desired, from a suitable reser-' voir; by means of a throttle or valve within the; reach otthe engineers hand or foot,

and a pipe or tube which connects said.throttle with the cylinder 60. Obviously all the wheels on the vehicle may be similarly con= nected to the same valve if desired. The

hausts the air fromthe tubes and the c linders 60. The hub 61 is turned towar the vehicle instead of away from it in order to get a more com act structure and to avoid protrusion. on t e outside.

. It is evident, by referring to Figs. -6 and 7'tl1at if the hub-cap and nut are removed the wheel may be instantly removed. The

wheel including tire30, rim, which may be demountable, internal gear 46, contact ring as, and s indle s9, s1, 32, as, '34, as all remove. T 1e spur 45 disengages from the internal gear 46, and the contact ring 36 from .115 valve is so arranged that one position exthe spring contact'fing'er 37, in the direction no wheel units described may be readily intershown.

to such location that it will arrest 62 in its changeable.

61' is a rotatable dog shown in end view 1n Fig. 7 and in side view immediately to the left thereof. 63 is any suitable means for holding the dog 61 in the inoperable position With 63 removed, 61 may be moved free upward and downward movement. 62 is integral-with 38 which normally'goes up and down with the wheel. In case of soft or flat tire car operator may turn the latch 63 and the dog 61 so that the tire 30 will be partially or entirely relieved of the duty of carrying the vehicle. As in egularities' in the ground raise the wheel in increments, the dog keeps 'it from going downward, thus automatically lifting the tire from the road. This simple device makes it possible to bring the vehicle to such control station as can supply a fresh tire or freshwheel, without needlessly injuring the exhausted tire by heavy duty on the ground.

The cylinder and valve assembly shown at 42 in Figs. 6 and 7 is shown in section in Fig. 8.

in Fig. 8, 64 isa cylinder casting or steel housing for a single-cylinder, double-acting]:

unifiow engine with center circumferentia exhaust. It is equipped with a cast iron lining. 65 isacylindrical steam chest'from which the'steam. is admitted to either end of the power cylinder by a rotating valve. Three valve positions are provided, normal, increased inlet period, and reverse. In creased inlet eriod is obtained by forcing the valve me'c ianism down; reverse by raising it. A sliding connection is provided at the bottom where rotary motion isisupplied by the shaft and the flexible connection 56. Steam inlet is shown at 66 and exhaust at 67. 68 is the pneumatic valve actuator illustrated in Fig; 9.

in Fig. 9, 68 is a piston supplied on its upper and lower surfaces with a'pressure cup ring. When compressed air is supplied at 69, the piston is forced downward the distance indicated at 7 0. This brings into registry with the inlet cylinder ports longer valve openingsas shown at the top of the opening 71 in Fig. 8. When compressed air is admitted at 72, in Fig. 9, the piston 68 is I forced upward a distance shown at 73. This brings the valve ports 74, in Fig. 8 ,into registry with the inlet cylinder rts. 75 and 7 6 in Fig. 9 are collapsible spring cages,

' which permit the centering springs shown to be compressed the desired distance but restricting their expansion to the center or normal position shown in the drawing. The valve openings 71 and 74 are so disposed on the rotating element that they accomplish the three functions described. a v

r'aturally air, steam or othergas undercompression may be supplied at 69' and 72 from any suitable source through Valves un v 'der the control of the car connected thereto.

In Fig. 10, I have shown diagrammatically the location of eight road wheels on the operator, and tubescar and means for steering them. 77 and 78 are sliding guides to which are connected steering rods as at-79 and 80-. The usual steering arm rigidly attached to the wheel unit-isshown at 81 and 82. It will be noted a that 81 is shorter than 82 and it is evident that when the guide 78 moves forward or backward the wheel 83 turns through a greater angle than the wheel 84:. The other three pairs of tandem wheels are similarly I arranged. As the rod 85 is moved forward or backward by the steering gear s-hownin v Fig. 11' the bell-cranks 86 and 87 are rotated about center'bearings pushing or pulling on the steering rods 88 and 89 connected to the guides 77 and 78. It is evident from the drawing that when the four wheels at one end of the car are turned in one direction the four at the other are turned proportionately in the other. This proportion may be altered to almost any desired extent by movmg the rotating center of the bell-cranks 86 and 87 side wise, nearer to or farther from the points of attachment of the steering con- IIGCtlOII'IOdS' 88 and inversely with respect to the rods 89. The connecting rod 90 is so attached to the bell-cranks 86 and 87 that as 86 rotates 87 also rotates in the same direction but not the same degree. In order that the wheels may always be at right angles to a radius drawn through the center of turn, when the vehicle is turning, it is necessary to turn the wheels on the inside of the turn a greater degree than those on the outside. The arms 91 and 92 on the bell-cranks 86 and 87 are set at such angle thereto thaws one approaches a position where its arc of travel .isnearest tangent to the connecting rod 90 the other is farthest from that position. Since the throw of the arm is greater at the tangent position, the wheels on the inside of the turn are turned through the greater angle. In Fig. 11, 93 is a steering wheel, 94 a usual'wormgear which by means of a rod 95,and a bell-crank 96, transmits its motion to the rod 85. Obviously this car can be ,ally attached at 51 in any suitable manner which permits of the successful operation of,

the functions just mentioned.

In Fig. 13, 58'is the same support rod that is shown in Figs. 6 and 7. The weight of the car, exclusive of the wheel units, rests on these rods. Naturally there is one rod to rach wheel unit. The wei ht is carried on the upper end of the rod through any suitable yielding means such as springs shown in Fig. 13, or pneumatic cylinders shown in Fig. 14. These yielding means may be located in any suitable location, as for in stance behind the space now usually used for advertising purposes in street cars. Wheresprings are-used'somc suitable equalizing arran ement between tandem pairs of wheels is highly desirable. A suitable arrangement is shown in Fig. 13. The semi-elliptical springs at-97 and 98 are supported at their inner ends and the s ring 99 at the center by a support 100. in fixed relationship. The

ends of the spring 99 slide on lubricated surfaces on the top of springs 97 and 98 when the springs are being compressed. The $11 port 100 is attached rigidly to the mam frame of the car in suitable manner. The

'rods 58 areattached to the springs 97 and 98 'in suitable manner, such as ball and socket joints.

In Fig. 14, I have illustrated a pneumatic support for my car. The rods 58, previously described, fit inball and socket joints, in a piston '101'. The piston is supplied with compression cu packing 102-0n its upper surface, and Slit es in a cylinder 103, jacketed at 104 for greater strength. 105 is a loosely fitting rod guide and oil drip catcher. The

' dotted line 106 indicates the oil level, "oil being used to prevent air leakage. The cylinders 103 are provided with compressed air 1) any suitable means, constantly, or

'perio ically, automatically, or manually.

I have shown a simpleloading valve 107, and

' shown in my patent application one to the other as it a pressure gauge 108. One of the most important elements in my arrangement con- ,sists of having the cylinders over tandem .tion to the-generator. 111 also drives the fuel pump 113, here shown obtaining hydrocarbon fuel through the. pipe 114 from a fuel tank 115, and pumping it to the generator through the pipe 116. 113 may also be any suitably designed, and gyitably driven eonknown type place pass from 139-. Itis supp veyor for the suppl ing or pulverized coal. Also suitabl geare to 113 is a lubricating oil pumpll with a supply of oil shown at 118, and the oil pumped into the steam line through the pipe 119. This arrangement 'is in common use where reciprocating engines are. used. Where turbines are used someoil is useful in the boiler water in order to avoid scale in the boiler tubes.

120 is a thermall operated device of wellply-pipe or steam separator. Its function is to open the valve which permits steam to enter the pipe 110 when the temperature of the steam in the supply pipe or steam separator is below a predetermined point, and to restrict or to close same, when the temperature is above that point. 121 operates insimilar manner in admitting steam to'the pipe 122, except that it is pressure operated,

admitting steam only when pressure is. be

low. a predetermined point and checking or stopping its flow when pressure is above that point.

Through the pipe 122 .steam reaches the prime mover 123, preferably the type of turbine referred to, which drives the water pain 124 which obtains water from any suita is source as for instance the water tank 125 and pumps it into the boiler.

in the main steam su Through the pipe 126steam is supplied to the. prime movers,--preferably turb nes, 127 v which drives the condenser fan 128, 129

which drives the air compressor 130, and 131 which drives the electric generator 132.

Steam for the prime mover 127, however,

passes through a thermally controlledvalve 133, similar in action to 120. -When the temperature in the condenser 134exce'eds a predetermined point, steam is admitted .to'

127, when the temperature is below that point steam is automatically shutoff from 127. 135 is an air pump, driven b 127, for ejecting air from the condenser. e prime mover 129 may also obtain its motive fluid through an automatic ressure valve 135' from the steam line. I .he air pump 130 stores air in flask 136 but when that pressure exceeds a predetermined point it stops the admission of steam to 129 by means of the pressure valve .135.

III!

III

'. Compressed air from the flask or storage tank 136 is admitted to the air brake cylinders 137, further illustrated at 60 in Fig. 6,

through the supply pipe 138 and the throttle illustrated respectively at 75 an 76 in Fi' 9,- through the pipe 138 and. the throtte valves 142 and 143. The valves 139, 142

and 143 .a're'so constructed that when in normal position they exhaust to the atmos here ied to the delayed-cu't-ofl 140 and reverse 141 operatin cylinders,

any compressed air in the c linders 13 1 40 and 141, but close such e aust port when admitting pressure to or hold ng pressure in Y I the speed reduced and the power transmitted said cylinders in similar manner to the airbrake valves used on street cars.

Compressed air from the supply at 136 passes through the pipe 144, the t rottle 146,

the reduction valve 147, the heater 148, and

the injector 149 to'the combustion chamber stops the flow of steam when the pressure wheel as more completeiiy s is below a predeterminedpoint, past the throttle 153 and thence through the pi orpipes 154 to the rime mover on the w eels 42, .more'fully il ustrated in Figs. 6 and 7 and 8 or at 156 in Figs. 16, 17, 18, 19,- 20, 21.

The prime movers 42, 111, 123, 127, 129, 131 exhaust into a common exhaust which is led to the condenser as illustrated.

155 is a steam turbine driven signal horn of the ratchet or siren type.

Figs. 16,17 and 18 show diagrammatically the unit-power-wheel arranged to be driven by a turbine. In these three figures the re duction is obtained from the turbine 156 through a worm and worm-gear 157 which drives the spur 158, which meshes with the internal-gear 159, which is attached to the illustrated in Fig. 6 in which eor'res'pon to 158 and 46 corresponds to 159. I

In Figs. 19, 20 and 21, I have shown diagrammatically the unitpower-wheel with from the turbine to the wheel throu h two worm-gears'and an internal-gear. erein power is transmitted from the turbine 156 through the worm-gear'157, the worm gear 157', the spur-gear 158, and the internal-gear 159 attached to the wheel.

In Figs. .22, 23- and 24 I haveshown the speed reduced and the power transmitted from the turbine to the wheel through a gear reduction and an internal-gear reduction. Here the turbine 156 drives the spur revere. nozzle 164.

160 which meshes with the gear '161, which drives the spur 158, which meshes with the internal-gear 159, which is attached to the wheel. a

In Fig. 25 I have'shown a simple type of reversing gear, some form of which Wlll be necessary where the unit-turbine drivenwheel used. 162 is a valve whichpermits stes .itering at 163 to'flow to the turbine 162 is held-in this 1 --position by a lever 165 and an arm 166 connectedto a piston 167 in a cylinder 168.

Compressed air admittedmt 169 holds the piston in the position shown with the spring 170 compressed. When the air pressure in.

168 is exhausted the spring 170 throws the valve .162 to the normal or forward posi-- tion wherein steam admitted at 163 may flow to the forward nozzle 171. This'entire mechanism may be located in any suitable place next the turbine as for instance as shown in Fig. 22. Compressed. air for operating this reverse mechanism may be supplied and exhausted by a manually operated three-way valvc'as at 142 in Fig. 15 and in suchmanner as the cylinders 140 are sup plied and exhausted.

Having clearly set forth the princi les underlying my invention I wish it un erstood that innumerable variations, and apphcations may be found by those skilled 1n these arts wit out departing from the spirit of my invention, for instance the-wormcar 157 in Fig. 20 may be replaced by the tur ine ltself with a vertical shaft, or the turbine 156 may be in twoparts, one on each end of the worm-shaft that forms part of the gearing 157. It is also possible and ma in some cases such as in heavy motor-trucks e highly desirable to mount the turbine 156 and the gearing 157 (Fig. 20) or their equivalent, such as the two just mentioned, on the main frame of the vehicle 53. in Fig. 7) thus wheel-unit. With such arrangement it willbe desirable to move the gearing 157 and the spur 158 around the main wheel axis 'tosuch location that the. vertical drive shaft will be as nearl' as possible coincident with the axis aroun which the wheel is turned for steering.

Ri ht-angled bevel gears as used in autov mobi e rear axles may be used in Figs." 19,

20, and 21 by placing the vertical shaft in the center and dispensing with the gearing 157 and the internal gearingv the spur for which is 158. The bevel arrangement would naturally have the large bevel gear drive the main wheel shaft (shown at 39 in Fig. 7).

-With the bevel gearing at the wheel numer-' ous other combinations of wormand spurgear reductions are possible yet they are all clearly encompassed by. my invention.

Ica1m:

1. In a trackless street car a. pair of tandem wheels su porting each corner of the vehicle, each w eel provided with independ 'ent means for turning on a vertical axis,

each wheel provided with means for inde pendent movement with res to the frame of the car, said movement escribing an arc in a plane transverse to the vehicle, said are 'no i being maintained by a spacin member horizontally and longitudinally plvot-journalled to the main frame of the vehicle and supporting at its outer portion the wheel s indle vertically journalled thereto, all said eight wheels steering simultaneously.

2. In a trackless street car, a pair'of tandem wheels supporting each corner of the vehicle, each wheel provided with independent means for turning on a vertical axis, each wheel provided with means for independent movement with res' ect to the frame of the car, said movement escribing an are lying in a vertical plane transverse to the vehicle, said are being maintained by a'spacing member horizontally and longitudinally pivot-journalled to the main frame of the vehicle and su porting at its outer portion the wheel spin le vertically journalled thereto, pneumatic support between each wheel and the frame of the vehicle with a flexible means of translating the arc-movement into a direct verticalmovement in said pneumatic supports.

3. In a trackless street car, a pair of tandem wheels su porting each corner of the vehicle, each w eel provided with independent means for turning on a vertical axis, each wheel provided with means for independent movement with respect to the frame of the car, said movement describing an are lying in a vertical plane transverse to the vehicle, said are being maintained by a spacing member horizontally and longitudinally pivot-journalled to the main frame of the vehicle andsu porting at its outer ortion the Wheel spin e vertically journalle thereto, a pneumatic support between each wheel and the frame of the vehicle, and means of pressure compensation between said pneumatic supports of tandem pairs of wheels.

4; In a trackless street car, a pair of tandem wheels supporting each corner of the vehicle, each .of said wheels provided withpneumatic support means for said vehicle, each of said wheels being rovided with a wheel carrying member, sai wheel 'carryin member vertically pivoted on its upper en and o erably related to a pneumatic support cylin er, said wheel carrying member provided at its lower end with a'vertical pivot journal, said journal held properly vspaced from the main frame of the vehicle by a spacing member horizontally pivot-journalledto the main frame of the vehicle.

5. In a trackless street car, a pair of tan-- dem wheels supporting each corner of the vehicle, each of said wheels provided with pneumatic support means for said vehicle, said pneumatic support means pneumatically interconnected between pairs of tan: dem wheels, each of said wheels bing pro-" to t e mainframe of the,

assembly units incorporated in eachwheel.

assembly unit, each wheel assembly unit be ing secured independently in the side of the,

car, said'wheel assembly units being arranged v 1n groups,.the wheel assembly umts in each group being arran ed in tandem relation. each wheel assembIy unit being provided with a pneumatic support for said car, said pneumatic supports in each of said wheel assembly groups being provided with means for, pneumatic intercommunication equalization.

, 7. .In a trackless street car, a pair of tandem wheels supporting each corner of the 1 vehicle, each w its own individual assembly for vertical movement with respect to the frame of the vehicle, each of said units being provided with an independent wheel carrying member, said wheel carrying member being provided with vertlcal pivot means, a pneumatic vehicle-supporting means and a horizontally hinged member, said horizontally hinged member being .operably connected to the Wheel unit for' keeping it at a suitable distance from the vehicle. frame. I

' WARD LEATHERS 

